Automatic station-indicator for railway-cars



No. 623,2l5. 1 v Patented-Apr. l8, I899.

v A. HUNTER & c. GUSTAFSON. AUTOMATIC STATION INDICATOR FOB RAILWAY CARS.

(Application filed H81. 29, 1897.

3 Sheets-Shoet i.

(No Model.)

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KEARNEY ST. GE

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Inventors:

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Patented Apr. 18, I899. A. HUNTER & C. GUSTAFSDN. AUTDMATIC'STATION INDICATOR FOR RAILWAY CARS.

(Application filed Mar. 29. 1897.)

3 Sheets-Sheet 2.

{No Model.)

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' (Application filed Mat. 29, 1897.) (No Model.)

3 Sheets-Sheet 3.

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Unrrnn STATES PATENT OFFICE.

ANDREIV HUNTER, OF SAN FRANCISCO, AND CREST GUSTAFSON, OF OAKLAND, CALIFORNIA.

AUTOMATIC STATION-INDICATOR FOR RAILWAY-CARS.

SPECIFICATION formingpart Of Letters Patent No. 623,215, dated April 18, 1899.

Application filed March 29, 1897. Serial No. 629,821. (No model.)

To all whmn it may concern.-

Be it known that we, ANDREW HUNTE R, residingin the city and county of San Francisco, and CREST GUSTAFSON, residing in Oakland, county of Alameda, State of California, citizens of the United States, have invented certain new and useful Improvements in Automatic Station-Indicators for Railway-Cars, of which the following is a specification.

Our invention relates to improvements made in mechanical apparatus for exhibiting in a railway-car at proper intervals during its travel on the'road the names of the streets or stations as the same follow one another along the route and other matter for theinformation of the passengers, and also in mechanism for operating an apparatus of this character in an automatic manner by means of the electric current as a motive and operating agent without requiring any attention on the part of the conductor or person in charge of the car.

The object of our invention is chiefly the production of an automatic indicating apparatus for use on electrically-propelled cars to be operated by the same force or power as that which is supplied to the motors of the cars and in connection therewith to obtain and secure several advantages over apparatus of like character heretofore provided, and principally with regard to simplicity, certainty of operation, the quality of working in either direction, of being automatically reversed when the car has arrived at the end of its trip and is about to return, of being entirely automatic in its operation, and yet under complete control of the conductor or the motorman as regards its adjustment.

To such ends and object our said invention embraces certain novel parts and construction of parts producing an improved indicator and in certain novel construction and combination of indicatoractuating mechanism operated by electricity and means whereby the same is automaticallystarted and stopped at required intervals in the progress of the car along the road and is reversed at the end of the route orat all times when the direction of travel of the car is reversed, all as hereinafter fully set forth and explained in the following description, in which the accompanying drawings are referred to by letter.

In the said drawings, which form a part of this specification, Figure 1 is a front elevation of our improved indicator; Fig. 2, a top view with the top of the case out off on a horizontal plane to expose the parts within; Fig. 3, a transverse section taken vertically through the case and mechanism at 0000, Fig. 1. Fig. 4 is an end elevation taken from the left-hand side of Fig. 2 with the end of the case removed, the figure being shown on an enlarged scale; Fig. 5, a-similar elevation of the opposite end of the case; Fig. 6, a top View of Fig. 5 with the relay removed; Fig. 7,-a detail in vertical cross-section through the apron-actuating drum or cylinder and a portion of the apron thereon on an enlarged scale; Fig. 8, a side elevation of the mechanical circuit-closing device by which the current is thrown upon and cut off from the indicator-actuating mechanism at desired intervals in the travel of the car along the road. Fig. 9 is a diagram of the operating and controlling circuits and switches. Fig. 10 is a section of the car, showing the wiring and circuit-closers; Fig. 11, a plan or top view of the switches and connections by which the current is taken from the 1notor-circuit of the car.

In the construction of the indicator two winding-rollers A A are mounted to turn on horizontal axles A A behind a sight-opening in the case X, that incloses all the mechanisms, and to these rollers are secured the ends of a band or web of cloth or paper B of proper length to contain on its face the names of all the streets or stations and such other matter as it may be desired to display, the band being wound upon one roller as it is taken up by the other roller. In the front part of the case between the two rollers before mentioned a larger roller or cylinder C is mounted in horizontal position andin such close relation to the opening X that the cylinder projects beyond the front of the ,case, exposing about one-fourth of its circumference, and from the roller A, situated above the horizontal plane in which lies the axis of the cylinder, is carried the band B, over and around the projecting front of the cylinder to the other roller A that is situated below and somewhat behind the other roller. The function ofthis roller or cylinder, as we have termed it herein,is todraw off the band B and cause it to travel smoothly and evenly in one direction or the other, according to the rotation given to the cylinder. It also operates to produce a given and regular rate of movement or travel of the band B across the sight-opening at such rotative movement of the cylinder, so that the divisions or sections of matter arranged for display on the face of the band shall be properly displayed through the opening. Such positive movement of the band is produced by a row of pins or studs D D, fixed inthe surface of the cylinder in a single line or row around the circumference at the middle of the cylinder, and a row of holes b b in theband, also in a single line longitudiually through the middle of the band for its whole length. These holes are set at uniform distances apart, corresponding exactly to the linear distance between one pin or stud and the next measured upon the surface of the cylinder, and they are rein forced by grommets.

In the present construction about onefourth of the circumference of the cylinder is exposed outside the case, and the four studs are placed at such points around its circumference that when the cylinder is left in a position of rest between the times of its rotations the studs are entirely concealed by the case, and that portion of the band displayed to view is the part lying between one hole and the next. In this arrangement also there are three studs always in engagement with the band, and the same is both kept smooth and even in its travel and is also drawn at regular tension from the roller at all times. This is effected by placing guide-rollers E E of relatively small diameter in suitably close relation to the cylinder to hold the hand against the rear portion of its circumference and on a line with the studs that lie on that side of the cylinder. These guide-rollers are grooved to let in the studs and to hold down the band to the body of the cylinder. This manner of placing the studs and arranging the holes in the band in a single row enables us to secure an even as well as a positive movement of the band and is an important feature of the present invention.

The band Bis kept in a state of tension and is wound on one roller as it is drawn off from the other roller by the reaction of a spiral spring F,.coiled on a shaft K, to which the roller is connected by a spur-wheel K and a pinion Lon the roller-axle. These two springs,

one to each roller, are coiled in opposite (ii-- roller is turned in the contrary direction by the reaction of its spring and caused to take up the band and keep it in constant tension.

The power to rotate the cylinder.() is furnished by a small series-Wound electric mofor G, connected with the cylinder by a pinion G on the armature-shaft and a spurwheel H on the shaft or axle of the cylinder. The wheel H is controlled in its revolutions by a stop-lever -P acting against aring or circular flange II on the side of the wheel and controlled by a relay R. In the face of the flange are slots or depressions h into which the stop-lever drops in the rotation of the spur-wheel and stops thecylinder. These slots, arranged at uniform distances apart, correspond in number to the stops or intervals of rest that take place in one complete revolution of the cylinder, and the stoplever is held in contact with the flange by a spring P The relay R is arranged in a secondary circuit taken from the main or motor circuit of the car bya conductor T in which isincluded a spring-jack or circuit-closer S, the voltage being properly reduced by a resistance R placed between the main conductor and the relay. By closing the circuit at the springs S the relay R is energized and caused to attract the stop-lever, the result of which is to release the cylinder and allow it to turn. In addition to this function the stop-lever closes the main circuit upon the auxiliary motor G, and thus acts as a circuit-closer as often as it is lifted by the energized relay. For this purpose the lever is interposed in the motor-circuit by connecting the wire from one pole of the motor to the heel of the stop-lever at x and the wires from the trolley-circuit to a contact-finger P, fixed in position just above the point of the stop-lever, as shown in Figs. 5 and 9. In this operation the circuitis closed upon the motor as long as the lever P is held up in contact with the contact-fingerP, which is effected by the tooth on the under side of the lever P riding on the rim of the wheel H, and the circuit remains closed untilthe tooth of the lever drops into a notch h in the rim in the movement of the wheel on its axis.

The length of the movement of the indicator-roller O is governed by the distance between the notches in the wheel H and is sufficient to move theindicator-band or apron the distance required to bring to view at the sight-opening the name or matter displayed on the face of the apron.

The current for the motor G is taken from the trolley-circuit of the car through a reversing-switch, through the medium of which the motor G is operated to rotate the cylinder in 'quired to be operated.

- plete control.

Ordinarily we provide both a hand-operated reversing-switch IV, which is located in some convenient part of the car within the reach of the conductor, and also an automatic switch V, which is operated by the reversing movement of the trolley on its post or stand.

The first-mentioned switch enables the conductor to reverse the motor G and change the travel of the indicator-band at any time during the run of the caras, for example,where the car may require to travel backward for a short distance on the road-while the other switch V insures the required change of the indicator mechanism at the end of the trip independently of attention or special adjustment on the part of the conductor. These connections of the motor G and the relay B through the switches and circuit-closers will clearly be understood from the diagram Fig. 10.

The wires a; y from the positive and negative poles of the motor G are connected at the switch \V or V to the two arms w ta one insulated from the other. The wires 20 10 from the trolley-circuits are connected to the two studs or contacts '6 t, and the remaining studs or contacts Z Z are connected to a ground through the running-gear of the car. In one position of the arms the positive wire :0 of the motor G is connected at w t to the trolley-circuit, while the negative side of the motor is grounded through the wire y and the wire Z, or in the contrary position of the arms when the switch is reversed the positive side of the motor-circuit is grounded and the negative side is connected into the propelling-circuit of the car. The switch V on the trolley-stand is connected to operate in the same manner, excepting that the arms to it, being secured to the trolley itself, are reversed in position as the trolley is changed at the end of the road.

A switch U is placed in the relay-circuit for the purpose of throwing olf the current at any time from the relay to stop the indicator and also for energizing the relay and operating the indicator at the pleasure of the conductor without confining its operation entirely to the action of the automatic circui closer. Thislast-mentionedpartofthemechanism is composed of the springs S S, the circuit-closing plug S on a pivoted lever S carrying a wheel or roller S and a block or bumper S, fixed on the track in the path of the wheel S. These blocks are located at the required intervals of distance apart along the road and at points where the indicator is re- The lever S is sus pended from the trucks or running-gear of the car, with the wheel 8 in close relation to the rail on the surface of the track to make contact with the blocks S and lift the lever. A spring 6 bearing on the lever, holds it in working position and returns it to place as soon as the wheel has passed over the block.' The movement of the lever at every time of contact with a block thus closes the circuit through the springs S S, and by momentarily energizing the relay R causes the stop-lever P to release the cylinder and close the circuit on the motor G.

It will be seen that the switches place the indicator under complete control of the conductor. With the switch U the circuit can be closed and the indicator set in motion at any time independently of the action of the automatic circuit-closer that is worked by the blocks on the track, and by the same means 7 the power can be thrown off, so that the indi cator will not be operated by the circuit-closer. This enables the conductor to set or adjust the indicator, and thereby bring any name or other matter on the band into position at the sight-opening. In connection with this switch the reversing-switch IV enables the indicatorband to be moved in either direction and the direction of its movement to be reversed by change required to adapt our indicator tosteam or other roads.

Having thus fully described our invention, what we claim as new therein, and desire to secure by Letters Patent, is- I 1. In an indicator of the character described, the combination With the drum or roller 0 mounted for rotation within a casein an opening through which a portion of the roller is exposed, and a name-bearing band running on said roller; of the winding-rollers A A pinions L L, spur-gears K K, coilsprings F F on the shaft of the spur-gears, stop-wheel H on the axle of the main roller 0, stop-lever P, electrically-operated mechanism connected to said main roller to rotate the same when the stop-wheel is released, and electrically-actuated mechanism connected with said stop-lever and operating to release the stop-wheel at regular intervals as described, and a spring to throw thesaid lever into engagement with the wheel, for operation as .set forth.

2. In a station-indicator, the combination of a case, a roller 0 for rotation therein having a portion of its circumference projecting through said case, a name-bearing band having a single row of spaced ho'les through the center equidistant from the edges thereof, radially-set studs in single row around the middle of the circumference of roller 0, grooved rollers E E, winding-rollers A A coil-springs F F on separate shafts geared into said winding-rollers, stop-wheel H. on the shaft of roller 0 having notches in its rim,

an electric motor geared into said stop-wheel, a motor-circuit normally open,a stop-lever i11- cluded in said circuit and having a tooth to ride on the wheel and engage the notches therein, an armature on said lever, a relayin a branch circuit which is normally open and includes a circuit-closing device, said relay acting to attract and raise the stop-lever clear of the notches in the stop-Wheel and allow the lever to ride the rim of the wheel, and a contact adapted to close the principal or motor circuit as often as the stop-lever is raised and rides on the stop-wheel, and to break the circuit when the lever drops into the notch of the wheel, whereby said lever both opens the circuit of the motor and locks the stop-wheel.

3. In a station-indicator for electric cars, the combination of an indicator, an electric motor connected with or into the propellingcircuit of the car, an automatic reversingswitch in said circuit located on the trolley and adapted by the change in the working position of the trolley at the end of the run of the car to reverse the current on the indicator-operating motor and thereby change the direction of movement of the indicator.

4. In a station-indicator for electric cars, the combination of a band bearing the names of the stations, a band-operating roller, a stop-wheel connected to said roller having notches in its rim, an electric motor geared into said stop-wheel, a stop-lever in working position to ride on the rim of said wheel having a tooth to engage the notches in the rim thereof, an electric circuit normally open in which is included said brake-lever as a part thereof, and a stationary contact-piece with which said lever is adapted to make contact when riding on the rim of the stop-wheel, an armature on said lever, a relayin a branch or auxiliary circuit normally open, and a circuit-closing device in said circuit, constructed for operation as described.

5. The combination, with a rotatable trolley-stand, of the arms 10 10 mounted thereon one insulated from the other, one of said arms being connected with the positive side and the other with the negative side of the motor-circuit, the stationary switch-plate beneath said arms having a set of contact-points 2ft connected with the trolley-circuit, and a set of contacts Z Z connected to a ground, substantially as described for operation as set forth.

In testimony that we claim the foregoing we have hereunto set our hands and seals.

ANDREW HUNTER. [L. s.] CREST GUSTAFSON. [L. s.]

\Vitnesses:

EDWARD E. OSBORN,

CHAS. E. KELLY. 

